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About Kyle Moore

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It's been 26 years since I last purchased a brand new motorcycle. That changed today.
This purchase started August 2015 after reading the release from Honda the they were actually going to bring to production the CRF1000L Africa Twin (AT). In particular the DCT (Dual Clutch Transmission) model. After struggling with a low-functioning left hand (read 20 screws/pins and a couple of plates) working the clutch in extended periods of technical terrain became a challenge.
As more of the specs were release later in the early fall my anticipation of the AT was slightly diminished. It seems as though time for the accountants, lawyers, and marketing team would prove to be the addition of a "few extra pounds", and "fewer ponies". Most of us know light weight, and horsepower cost money.
Over the past few months I've wrestled with requesting my deposit back, and purchasing a slightly-used BMW R1200GS. That was, until I read the recent off-road review from the US release ride in Moab. The likes of Jimmy Lewis, Scott Brady and Jim Downs gave it's capability glowing reviews. That said, the R1200GS always seemed a bit awkward ergonomically for me. Though I've only ridden the AT the long way home from North Valley Honda in Phoenix it seems to fit my stature and preferred riding position. The saddle, though scooped has lots of room for and aft of center to move around. The bars (which I had the service guy rotate into a passive stand-up Adventure riding position) are amazingly tall. I may not need risers. My BMW F800GS required 2" risers. The bars seem wider than the 800GS as well. It seems the front end weight on the bars is more than the 800GS for low speed, or parking lot maneuvers.
The DCT took me all of about 1 miles to start enjoying. I anticipate an even greater grin factor once the break-in period is done. Which shouldn't be long. The ability to put it in manual mode and use the left paddle-shifters, or select 4 different drive modes from "D" (which I would call valet or tree-hugger mode) all the way to Sport III mode (which changes the shift range to a much higher RPM) should wet any appetite. Add to this, the ability to turn off the rear ABS, and select from 4 steps of traction control will make the riding experience anything form tame/lame to tire-eater. Which brings me to a comment about the tires. If Honda marketing is calling the AT "True Adventure" why, oh why would they put street tires on it. At least give us something with some kind of traction off-road. I've been told the AT is most like the 990 off-road. If so, I would have to say it will attract many a 950/990 rider with it's on-road prowess.
The garage was lightened by one bike this morning, my Husqvarna TE449 - and graced by the big AT at the end of the day. Another new season of riding to come. Looking forward to the NMBDR (New Mexico Backcountry Discover Route)!
The team at North Valley Honda in Phoenix, AZ were awesome! I highly recommend them.

For an Adventure platform softer suspension wouldn't do even a lighter rider any good.
The Husky tank states it is 1 litre bigger than the KTM good for 8 miles or so. Now, a large 20 Litre tank is a welcome accessory that will help put it on par with standard tanker XLADV's. It should work for those of us that have the KTM since the mounts are the same from what I can see in the pics - unless the seat and plastics have altered that.
for a better seat, although it's hard to beat an Airhawk pad for the highway droning - but that isn't what this bike is about
for a taller windscreen (hopefully more of a rally screen than the KTM accessory screen
engine mapping +/- Most KTM 690 users put on a lighter pipe and have to remap to make the bike idle. There are some great free programs and shared maps that will help give you what you want. I imagine that the Husky buyers will do the same so the mapping claim is not going to be realized unless the bike is left with the stock pipe.